Internal-combustion engine



i' "515i i927 "3 n a B. cUsHMAN INTERNAL COMBUSTION ENGINE Filed Feb. 16, 1924 Patented .May s1, 1927.

. -nvnnfn'r'r n. oUsHMAN, or LANSING, MICHIGAN.

L .iNrnnNAL-oomnosrron ENGINE.

'i Application nled February 16, w24. Serial No. 683,214.

'This'invention relates to'internal combustion engines and has for its object an interl' ing od of the lubrication on i nal combustion engine in which the combus tion-chamber, thevalves, spark plug and the intake and exhaust passage are so arranged so' as to accomplish certain definite resultscalculated to achieve better efficiency and operation 'in the engine. 4

lt has recently. beenrecognized that it is desirable to .prevent the dilution of the fuel gasesn spotsby'the exhaust gases still re'n mailling in the engine cylinder. after the scavenging' stroke of the piston. When the exhaust gasesmin with the intake gases in unequal parts in different parts ot' the cylinder, very inel'licicnt operation of the engine takes place for 'the combustible fuel is not all burned and hence all the energy is not extracted from the charge. It has been sought to overcome this by 'setting up a .turbulence in the combustion chamber calculated to uniformly Amin the burned ases with the incoming' gases. llt is' the o ject of my invention to accomplish'similar results'in quite adiderent'way. I

l arrange the valves, the combustion chamber-and the passageway/s so that the horned gases remaining in the combustion chamber are all trapped adjacent the head olf' the piston and at a point remote from 'the spark plug so as to keep this member as free trom carbon and other deposits as possible A. still further object of my'invention is 'to prevent crank case dilutionand the Washthe cylinder and piston walls hymeansof the accumulation of raw fuel. Engine experts have recently more thorou hly recognized the evils of crank case ilution and various e'orts have been made to overcome this didiculty with more or less indifferent succese. I have so arranged my -passageways and valves that any raw fuel coming into the combustion chamber is drop d and re'- tained on the exhaust valve an blown out on the next scavenging stroke of the motor. 'llhis eliminates the possibility of its accumulating on the piston head and finding' its way into the crank case. The combus.

tion chamber is so arranged as to present a barrier to the raw fuel etting into the cylinder chamber. explained as the construction is described in detail.

In the drawings:

Fig. 1.

"cal means). 'going intakevldivided fuel oil.

.rectly atlthe entrance into ben 'hy being cored out as at fh This is ,quitedesirable and necessary as this barrier is ,directly inthe path .of the burning gases vintake track where this is This will be more fully d Fig. l is a vertical section of a motor, the i lower part being omitted. i

Fig. 2 is a section on the line of Fig. Fig. l.

'lh'e motor is what is familiari known .as an l. head motor, but "the speciliyc arrangement of the combustion chamber, the valves, passageway and spark. plug is, so far' as I am aware, new. IThe' engine block',l and the engine head casting are suitably cored to provide an upgoing intake passage o, which discharges through theintake port'b which. is guarded by a suction controlled intake 7 .valve c (although obviously the intake valve could be controlled by any positive 'mechani- By providing this steep uppassage a, this is calculated to. sit't out a large amount of the 'raw not finely 7 This is calculated to fall by gravity in makin the ascension through this upgoing leg of t e intake track. -However, anyl heavy particles that are carried. over through the intake port are calculated 8 to drop onto the exhaust valve e which is directly below the intake port. Contrary 'to the usual. practice in an L head motor,

3 .is a section on the. line l-lof the offset portion of the combustion chamber does not open vdirectly and freely into the cylinder portion of the combustion chamber, vbut a barrier or baille f is inserted di.- the piston cham- .Thisbarrier is suitably water-cooled and is subjected to a very high heat. This barrier or baiiie has two distinct objects.- -v

One is that in the it serves to erect a barrier path of the iincoming gases and will requirethese gases after'. they have been turned' down to again turn and pass up@ ber. This turning action is calculatedto l Qseparatevthe raw or heav v particlesotfuel hy inertia. There are t ree` turns" in thenamely, atthe bottom of the passageway; at the top of th take passagewa where the fuel oil turns ownwardly an immediately above the exhaust valve where the incoming gases turn to again make a trip 'over the barrier. The

separation at those points is more ecient 110 upgoingglntake e upgoingdn- 105 "wardly before they enter thepiston'chamf calculated to occur, y

- the suction draft.

the

I believe than the several turns for the reason that atthis point both gravity and the inertia principle work most elfectively together. The down speed of the. gases together with the sudden turn requlred 1n passing over the barrier is calculated both to drop the heavy particles by gravity and cause them to, impin e upon the exhaust valve by reason of t e inertia they have acquired in the downward direction due to Obviously on the scavenging stroke of the motor they are immediately in the path of the expelling gases so as to be easily blown out through the exhaust.

We have already adverted to a second function of the barrier f. This serves to form a trap for the burned gases so as to prevent incoming gases lfrom forcin the burned gases back around in a circe or whirl to mix with the fresh incoming gases.V In short, the barrier together with the shape of the other parts serves to prevent the very turbulence which has been the object of some engine designers to achieve for the purpose of intimately mixing the incoming and burned gases. It is my purpose to prevent this turbulence and operate on quite an opposite principle of isolating the burned gases from the flesh gases. It is' also my purpose in this connection to make a long and narrow combustion chamber and as nearly completely as possible isolate the burned gases in one end and the incomln gases in the other end. At such other en I locate the spark plug so that the spark lug is in a large measure isolated from the burned gases. This avoids the de sit of carbon and other injurious matter om the burned gases. At the same time, the spark plug is very close to the sweep of the incoming gases which are calculated'to keep oints clean and uncontaminated.

Still a further feature is that the spark plug is at a point lremote from the c linder. Oil pumpingis one of the banes o engine operation. y placing the spark plug at the remote end of this narrow assage and interposing the barrier f, it will e seen that it will be very diiicult for the oil which finds its way by the piston to work up onto the spark plug.

It also must be borne in mind that not only does the barrier f serve to accomplish the functions that we have already speciiied, but the remaining construction of the cyl inder head serves in much the same way as the barrier. Instead of having the customary hollow-domed construction common in most engine designs, the opening in the head communicating with the openin in the piston chamber is of relatively smal diameter. This forms a continuation of the barrier as at f2, where the en 'ne head wall dips directly overthe cylin er. This con- 'pumped up along the cylinder walls.

tinuation of the barrier in a measure accomplishes the same functions in trapping the gases, excluding the entry of the raw fuel and protecting the spark plug from gil n order to make the claims definite the barrier may be considered as constituting both the baille f and the continuation of the same which is designated f2, and which is formed by the tapering of the cylinder head directly over the cylinder chamber. However, it will be understood that when I use this term barrier inl the claims, I do not wish to `be specifically restricted to a barrier enclosing any number of degrees of the upper end of the cylinder, but refer to any baiile structure which in a measure accomplishes the results that I have set out.

What I claim is:

1. In an internal combustion en ine, a cylinder, a piston travelling substantially to the top of the cylinder, a combustion chamber in which substantially the entire chamber is comprehended in a relatively long passage of substantially smaller diameter than the cylinder, the axis of the long passage being substantially at right angles to the axis of the cylinder, and a spark plug together with an exhaust valve and port, and an intake valve and port located at the extreme end of such long andnarrow combustion chamber remote from the piston.

. 2. In an internal'combustion engine, an engine structure provided with a cylinder, a

. piston travelling in said cylinder to substantiallythe top thereof, a combustion chamber comprehended substantially entirely in a long and narrow passage leading into the side and the top of the cylinder and then leading away to a point offset from the cylinder, and a spark plug at the extreme end of said'oii'set portionof the combustion chamber, and an intake valve and port, and

kan exhaust valve and port located below the intake and adjacent said spark plug at such extreme end of the combustion chamber which is offset from the cylinder.

3. In an internal combustion engine, the i combination of an engine block provided with a cylinder, a piston reciprocating in the cylinder, an engine head cored out to provide a combustlon chamber communieating with the top of the cylinder but of considerably less diameter than the cylinder thereby forming a barrier around the top of the cylinder, said combustion chamber extending horizontally and downwardl to an offset point with respect to the cylin er and exhaust and intake valves and orts and a spark plug all located on the o set portion of the combustion chamber.

4. In an internal combustion engine, the combination of an engine structure provided with a cylinder, a piston reciprocating in the cylinder, the said engine structure also provided with a combustion chamber having one end offset from the cylinder and relatively long and narrow and passing upwardly from the offsetend and then turning downwardly and entering the top of the cylinder, thereby forming a barrier into the cylinder and a spark plug at the extreme offset end of the combustion chamber.

5. In an internal combustion engine, the combination of an engine structure provided with a cylinder, a piston reciprocating in the cylinder, `the said engine structure also provided with a combustion chamber having one end offset from the cylinder and relatively long and narrow and passing lupwardly from the offset end and then turning downwardly and enterin the to 0f the cylinder, thereby forming a arrier lnto the cylinder, a spark plug at the extreme offset end of the combustion chamber, an intake valve and port entering the offset portion above` and an exhaust valve andA port entering the offset portion below.

6. In an internal combustion engine, an engine structure provided with a cylinder and provided with a combustion chamber having a portion offset to the side of the cylinder, said structure provided with an upgoing intake track which turns at its top and lopens into the top of the combustion chamber at the offset end and an intake valve guarding such port leading into the chamber, and a piston reciprocating in thecylinder.

7. In an internal combustion engine, an engine structure provided with a cylinder and forming a combustion chamber which leads into the topV of the cylinder and has one end otl'set from the side of the cylinder, the said structure being cored to provide an intake passage that run's upwardly over the said offset end of the combustion chamber and turns and discharges into the top of the combustion chamber at such offset end and said structure also provided with an exhaust passage discharging from the offset end of the chamber directly below the intake port,

and valves guarding said ports.

8. In an internal combustion engine, 'an engine structure provided with a cylinder and forming a combustion chamber which leads into the top of the cylinder and has one end offset from the side of the cylinder, the said structure being cored to provide an intake passage that runs upwardly over the said end of the combustion chamber and'.

turns Aand discharges into the top ofthe combustion chamber at the offset end, said structure further provided with an exhaust passage discharging from tlleloffset end of the chamber directly below the intake port, valves guarding said ports, and a spark plug located at the offset end of said combustion engine chamber between the two valves.

In testimony whereof I have affixed my signature.

EVERETT n. cUsHMAN. 

